Systems and methods for loading and transporting freight and dunnage on railcars

ABSTRACT

Systems and methods for loading and transporting freight and dunnage on railcars are disclosed. An illustrative method of loading freight onto a railcar for transport can include the steps of attaching a number of lower support members to a floor or deck of the railcar, loading a lower tier of freight components onto the lower support members, loading a number of upper support members onto the lower tier of freight components, loading an upper tier of freight components onto the upper support members and releasably fastening the lower and upper support members to the lower and upper tiers of freight components. Each of the support members can be releasably fastened to the freight components via a number of coupling members, allowing the freight components to be easily loaded onto and unloaded from the railcar.

FIELD

The present invention relates generally to the field of loading andtransporting freight and dunnage. More specifically, the presentinvention pertains to systems and methods for loading and transportingfreight and dunnage on railcars.

BACKGROUND

The efficient loading of freight on railcars often represents asignificant hurdle in rail transport. In the loading of flatcars, forexample, customized dunnage configured to accommodate the particularsize and shape of the freight to be shipped must sometimes be used tosecure the freight to the flatcar. In the transport of aerial workplatforms such as boom lifts and vertical mast lifts, for example, suchdunnage may include a customized steel chassis to permit the frameweldments for such devices to be securely stacked above the floor ordeck of the flatcar in tiers. Other dunnage such as beams, poles,cables, and/or straps are also sometimes utilized to securely attach thefreight to the flatcar.

The particular dunnage used to secure the freight to the flatcar willoften depend on the type of freight to be shipped. To load multiplefreight components onto a single flatcar, for example, a stackingchassis or frame is sometimes used to stack the individual freightcomponents in vertical tiers above the floor or deck of the flatcar. Forother freight, a crate or pallet loaded onto the flatcar may be used fortransporting the freight. The configuration of the dunnage will oftendepend on characteristics such as the width, height, depth, weight,and/or center of gravity of the freight as well as the type of railcarused.

The loading and transporting of freight using many traditional stackingtechniques often requires the dunnage to be permanently secured to thefreight, often by welding or other irreversible attachment means. Suchprocess of securing the dunnage to the individual freight components andthe flatcar is often labor intensive and time consuming, requiringspecial handling techniques to be used during both loading and unloadingof the freight. In some cases, the dunnage used to secure the freight tothe flatcar must be reconfigured before it can be returned to the pointof origin and/or reused in conjunction with other freight.

SUMMARY

The present invention pertains to systems and methods for loading andtransporting freight and dunnage on railcars. An illustrative method ofloading freight onto a railcar for transport can include the steps ofattaching a number of lower support members to a floor or deck of therailcar, loading a lower tier of freight components onto the lowersupport members, loading a number of upper support members onto thelower tier of freight components, loading an upper tier of freightcomponents onto the upper support members, and releasably fastening thelower and upper support members to the lower and upper tiers of freightcomponents. The lower support members can be permanently attached to thefloor or deck of the railcar using a fillet weld or other permanentattachment means. The upper support members, in turn, can be easilyremoved from the railcar or repositioned thereon to permit variousfreight stacking configurations above the floor or deck of the railcar.In some embodiments, the lower and/or upper support members can includenumber of support beams that extend lengthwise across a width of therailcar. The number and/or configuration of the lower and upper supportbeams may vary depending on the particular freight to be transported andthe type of railcar used. In one illustrative embodiment, for example,the lower and upper support members can be configured to support anumber of nested frame weldments used in the fabrication of aerial workplatforms such as boom lifts, vertical mast lifts, scissor lifts,telehandlers, excavators, trailers, or the like.

The support members can each be releasably fastened to at least onesupport member, allowing the freight components to be easily loaded andunloaded from the railcar while also permitting the support members tobe reused in different configurations and/or with different types offreight. In some embodiments, fastening of the support members to thefreight components can be accomplished using coupling members such aspins or bolts insertable within holes or openings formed through thefreight components and the support members.

To facilitate transport of the dunnage once the freight components havebeen unloaded from the railcar, a number of vertical members can beinserted through the support members to secure each support member tothe railcar. In those embodiments in which the support members includesupport beams, for example, one or more of the beams can be stacked ontop of each other and then secured to the railcar using a threaded rodor the like inserted through the holes or openings formed through thesupport beams.

BRIEF DESCRIPTION OF THE DRAWINGS

FIG. 1 is a side perspective view of a railcar loading system inaccordance with an illustrative embodiment of the present invention;

FIG. 2 is a side perspective view showing the illustrative railcarloading system of FIG. 1 having four vertical tiers of freightcomponents;

FIGS. 3-4 are side perspective views showing the illustrative railcarloading system of FIG. 1 having a different number of horizontalgroupings per each tier of freight components;

FIG. 5 is a side perspective view showing the illustrative railcarloading system of FIG. 1 having different types of freight components;

FIG. 6 is a top perspective view of the illustrative flatcar of FIG. 1;

FIG. 7 is an end perspective view of the illustrative flatcar of FIG. 1;

FIG. 8 is another end perspective view of the illustrative flatcar ofFIG. 1 wherein the freight components are vertically nested;

FIG. 9 is a perspective view showing the attachment of the lower tier ofsupport members to the floor or deck of the illustrative flatcar of FIG.1;

FIG. 10 is a top schematic view showing one of the support beams of FIG.9 in greater detail;

FIG. 11 is a cross-sectional view along line 11-11 in FIG. 10 showingthe attachment of the bearing plate and gussets to the support beam ingreater detail;

FIG. 12 is an enlarged perspective view showing the connection of one ofthe lower support beams to the floor or deck and to a verticallyadjacent freight component;

FIG. 13 is an assembly showing the connection of the freight componentsto the support beam in FIG. 12;

FIG. 14 is an enlarged perspective view showing the connection of one ofthe upper support members to a number of vertically adjacent freightcomponents;

FIG. 15 is a block diagram showing an illustrative method of loading arailcar;

FIG. 16 is a block diagram showing another illustrative method ofloading a railcar;

FIG. 17 is a perspective view showing the upper support membersconnected to the flatcar of FIG. 1 subsequent to unloading of the cargo;and

FIG. 18 is an enlarged perspective view showing the connection of one ofthe vertical members to the lower support member.

DETAILED DESCRIPTION

The following description should be read with reference to the drawings,in which like elements in different drawings are numbered in likefashion. The drawings, which are not necessarily to scale, depictselected embodiments and are not intended to limit the scope of theinvention. Although examples of construction, dimensions, and materialsare illustrated for the various elements, those skilled in the art willrecognize that many of the examples provided have suitable alternativesthat may be utilized. Moreover, while the illustrative systems andmethods are discussed herein with respect to flat railcars, it should beunderstood that other types of railcars and/or transport equipment canbe utilized, if desired.

Referring now to FIG. 1, a side perspective view of a railcar loadingsystem 10 in accordance with an illustrative embodiment of the presentinvention will now be described. As shown in FIG. 1, system 10 caninclude a flatcar 12 having a floor or deck 14 adapted to support acargo 16 including a number of individual freight components 18 thereon.In some embodiments, for example, the freight components 18 may includeframe weldments for use in the fabrication of aerial work platforms suchas boom lifts, vertical mast lifts, scissor lifts, telehandlers,excavators, trailers, or the like. While an illustrative cargo 16 offrame weldment components 18 is depicted in FIG. 1 for purposes ofunderstanding the various components of the system 10, it should beunderstood that other types of cargo 16 could be loaded and transportedusing the systems and methods discussed herein.

The flatcar 12 can be defined generally by a first end still 19, asecond end still 20, a first side 22, and a second side 24. The floor ordeck 14 will typically comprise a steel deck, which as is discussed ingreater detail below, can be utilized to weld a number of lower supportbeams 26 to an upper surface 28 of the floor or deck 14. In oneillustrative embodiment, for example, the floor or deck 14 can include a⅜-inch non-nailable XTTX-type steel deck plate, which can be used forcaptive service applications on 100-ton flatcars. Other floor or deckconfigurations are possible, however, depending on the application.

The dunnage for supporting the cargo 16 can include a lower tier ofsupport members 26 and one or more upper tiers of support members 30,32.The lower tier of support members 26 can each include a number ofelongated support beams 34 extending lengthwise across the width of thefloor or deck 14 between each of the sides 22,24. In some embodiments,for example, each of the support beams 34 can include an I-shaped beamhaving a long axis that extends lengthwise across the width of the flooror deck 14. An example of a suitable support beam 36 may be an A36-gradeW-beam. Other types of support members can be employed, however,depending on the characteristics of the cargo 16 to be transported.Examples of other types of support members may include, but are notlimited to S-beams, HP-beams, solid beams, angled beams, C-channels,MC-channels, solid tubes, and hollowed tubes.

The number of support beams 34 forming the lower tier of support members26 can also vary depending on the characteristics of the cargo 16 to betransported. In the illustrative embodiment of FIG. 1, for example, tensupport beams 26 are shown attached to the upper surface 28 of the flooror deck 14, with two supports beams 34 configured to underlie eachindividual freight component 18. The number of support beams 34 may varyfrom that depicted, however, depending on the dimensions of the freightcomponents 18, the number and arrangement of the freight components 18,the overall weight and center of gravity of the cargo 16, the height ofthe cargo 16, as well as other factors. The spacing between each of thesupport beams 34 may be substantially similar to permit uniform loadingof the cargo 16 along the length of the floor or deck 14. Alternatively,and in other embodiments, the distance between one or more of thesupport beams 34 may vary to alter the load distribution on the flatcar12 in a desired manner, or to permit different types of cargo 16 to beloaded onto the flatcar 12.

The upper tiers of support members 30,32 can each similarly include anumber of support beams for supporting the individual freight components18 in a pattern or array above the floor or deck 14 of the flatcar 12. Afirst tier of upper support members 30 disposed between a first tier offreight components 36 and a second tier of freight components 38, forexample, can include a number of elongated support beams 40 extendinglengthwise across the width of the floor or deck 14 between each of thesides 22,24. A second tier of upper support members 32 interposedbetween the second tier of freight components 38 and a third tier offreight components 42, in turn, can similarly include a number ofelongated support beams 44 extending lengthwise across the width of thefloor or deck 14 between each of the sides 22,24. As with the lower tierof support members 26, the support beams 40,44 forming the first andsecond upper tiers of support members 30,32 can each include a W-beam,S-beam, HP beam, solid beam, angled beam, C-channel, MC-channel, solidtube, hollowed tube, or the like. In addition, the number, orientation,and/or spacing of the upper support beams 40,44 can be further altereddepending on dimensions of the freight components 18, the number andarrangement of the freight components 18, the overall weight and centerof gravity of the cargo 16, the height of the cargo 16, as well as otherfactors.

The lower and upper tiers of support members 26,30,32 can be configuredto support the individual freight components 18 in a pattern or arrayabove the floor or deck 14 of the flatcar 12. In the illustrativeembodiment of FIG. 1, for example, the support members 26,30,32 can beconfigured to vertically support at least three vertical tiers 36,38,42of freight components 18 above the floor or deck 14 of the flatcar 12,each tier 36,38,42 spaced apart from each other a distance. The overallheight of the cargo 16 above the floor or deck 14 will typically varydepending on the vertical stacking dimension of the individual freightcomponents 18 as well as the dimensions of the support beams 34,40,44.For some 3-tier stacking arrangements, for example, the overall heightof the cargo 16 may be approximately 139 inches (353 cm) above the flooror deck 14 of the flatcar 12. For some 4-tier stack arrangements, forexample, the overall height of the cargo 16 may be approximately 188inches (478 cm) above the floor or deck 14 of the flatcar 12. Theprecise height will typically vary based in part on the dimensions ofthe cargo 16, the type of flatcar 12 used, as well as any loadingrestrictions (e.g. AAR Open Top Loading Rules) governing the transportof the cargo 16.

A number of vertical tie-downs or straps 46 can be provided to furthersecure the individual freight components 18 to the flatcar 12. In someembodiments, for example, at least one tie-down or strap 46 can beprovided for each vertical column of freight components 18, which, whentightened, applies a downwardly directed force to vertically secure thefreight components 18 to the flatcar 12. The number and type oftie-downs or straps 46 employed will typically vary depending on theload characteristics of the cargo 16. For some applications, forexample, four-inch wide web straps can be used to vertically secure eachvertical column of freight components 18. The ends 48 of the tie-downsor straps 46 can be connected to each side 22,24 of the flatcar 12, andcan include a ratchet feature to vary the force applied. If desired,edge protection 50 can be provided between the strapping and the ladingcontact points to prevent chafing of the tie-downs or straps 46 duringtransport.

The individual freight components 18 can be further stacked apart fromeach other laterally in a pattern or array along the length of theflatcar 12 between the end stills still 19,20. In the illustrativeembodiment of FIG. 1, for example, each tier 36,38,42 of freightcomponents 18 is shown having five horizontal groupings 52 each, witheach grouping 52 spaced apart from each other a distance. The number ofhorizontal groupings 52 as well as the spacing between each grouping 52can vary from that depicted, however, depending on the horizontalstacking dimension of the freight components 18, the number of freightcomponents 18 to be transported, the length of the flatcar 12, etc. Inaddition, while each tier 36,38,42 is shown having five horizontalgroupings 52 each, it should be understood that the number of horizontalgroupings 52 within each tier 36,38,42 may vary. In one such embodiment,for example, the lower tier of freight components 36 may include fivehorizontal groupings 52 whereas one or more of the upper tiers 38,42 offreight components 18 may have a lower number of horizontal groupings52.

FIGS. 2-5 illustrate several alternative stacking configurations fromthat depicted in FIG. 1. In FIG. 2, for example, the railcar loadingsystem 10 is shown having a four-tier configuration formed by anadditional tier of support members 54 and an additional tier of freightcomponents 56 secured to the flatcar 12. As with the lower tiers ofsupport members 36,38,42, the additional upper tier of support members54 can include a number of elongated support beams 58 extendinglengthwise across the width of the floor or deck 14 between each of thesides 22,24.

FIGS. 3 and 4 are side perspective views showing alternative stackingconfigurations having a different number of horizontal groupings 52 pereach tier 36,38,42,56 of freight components 18. In FIG. 3, for example,the uppermost tier 56 of freight components 18 is shown having threehorizontal groupings 52 whereas each of the lower tiers 36,38,42 areshown having five horizontal groupings 52 each. FIG. 4 has a similarconfiguration to that depicted in FIG. 3, but shows a different stackingconfiguration of the uppermost tier 56 of freight components 18.

FIG. 5 is a side perspective view showing another alternative stackingconfiguration from that depicted in FIG. 1 having different types offreight components. In FIG. 5, the two outer vertical columns 60 of eachtier 36,38,42 is shown having a different freight component 18 than thatsupported by the interior vertical columns 62,64,66 of each tier36,38,42. In such configuration, multiple types of freight componentseach type having a different dimension can be transported via theflatcar 12.

FIG. 6 is a top perspective view showing the top of the illustrativeflatcar 12 of FIG. 1 in greater detail. As can be further seen in FIG.6, each vertical column of each tier 36,38,42 can include a laterallynested set of freight components 18 a,18 b disposed along the width ofthe flatcar 12 between the ends 22,24. A first freight component 18 a ofeach vertical column located adjacent the first side 22 of the floor ordeck 14, for example, can be stacked with a narrow end 68 orientedcloser to the second end still 20 and a wider end 70 thereof orientedcloser to the first end still 19. A second freight component 18 b ofeach vertical column located adjacent the second side 24 of the floor ordeck 14, in turn, can be stacked with the narrow end 68 oriented closerto the first end still 19 and the wider end 70 thereof oriented closerto the second end still 20. In some embodiments, nesting of the freightcomponents 18 a,18 b can be used to reduce the total space occupied bythe cargo 16 and/or to distribute the cargo load evenly between each endstill 19,20 of the flatcar 12. While the freight components are shownlaterally nested across only the width of the flatcar 12, it should beunderstood that the freight components can also be laterally nestedalong the length of the flatcar 12 so that each horizontal grouping 52of freight components is mirrored relative to each laterally adjacenthorizontal grouping 52.

FIG. 7 is an end perspective view of the illustrative flatcar 12 of FIG.1 showing the lateral nesting arrangement of the freight components 18a,18 b within each tier of freight components 36,38,42. As can befurther seen in FIG. 7, the freight components 18 a,18 b for each tier36,38,42 can be oriented in a similar manner relative to each other. Inan alternative embodiment depicted in FIG. 8, each vertical tier offreight components 36,38,42 can be further vertically nested relative toan adjacent vertical tier of freight components 36,38,42 to furtherreduce cargo space and distribute cargo load on the flatcar 12, ifdesired. In FIG. 8, for example, the freight components 18 a,18 bforming the second tier of freight components 38 is shown verticallynested relative to the freight components 18 a,18 b forming eachvertically adjacent tier 36,42. Other vertical nesting configurationsdifferent from that depicted in FIG. 8 are possible, however.

FIG. 9 is a perspective view showing the attachment of the lower tier ofsupport members 26 to the floor or deck 14 of the illustrative flatcar12 of FIG. 1. As can be seen in FIG. 9, the support beams 34 forming thelower tier of support members 26 may each extend lengthwise alongsubstantially the width of the floor or deck 14 between the sides 22,24of the flatcar 12, and can be spaced apart from each other a distance D.Each support beam 34 can have a first end 72 disposed at or near thefirst side 22 of the flatcar 12 and a second end 74 disposed at or nearthe second side 24 of the flatcar 12. A lower flange 76 of each supportbeam 34 can be permanently secured to the upper surface 28 of the flooror deck 14. In some embodiments, for example, each of the support beams34 can permanently secured to the upper surface 28 using a fillet weld78 on each side of the lower flange 76. Attachment of the support beams34 to the floor or deck 14 can be accomplished using other attachmentmeans such as welding to an intermediate member such as a plate, or viaa number of fasteners.

Each of the support beams 34 can include one or more bearing plates80,82 for increasing the strength of the support beam 34 and to preventweb crippling. As can be further seen in FIG. 10, a first bearing plate80 can be attached to the support beam 34 a short distance (e.g. 8inches) inwardly from the first end 72 of the beam 34. A second bearingplate 82, in turn, can be attached to the support beam 34 a shortdistance inwardly from the second end 74 of the beam 34. Each of thebearing plates 80,82 can be secured to the web 84 and to the lower andupper flanges 76,86 of the support beam 34 using a number of gussets 88.As shown in cross-section in FIG. 11, attachment of the bearing plates80,82 and gussets 88 to the support beam 34 can be accomplished usingseveral fillet welds 90. If desired, one or more other strengtheningfeatures (e.g. bearing stiffeners, gussets, etc.) can be provided atvarious other locations along the length of the support beam 34 forimparting additional load-bearing capacity to the support beam 34.

FIG. 12 is an enlarged perspective view showing the connection of one ofthe lower support beams 34 to the floor or deck 14 and to a verticallyadjacent freight component 18 from the lower tier of freight components36. As shown in FIG. 12, a lower portion 92 of the freight component 18having a relatively flat surface 94 can be loaded onto the upper flange86 of the support beam 34 and releasably secured thereto using acoupling member 96. The coupling member 96 can include, for example, aball-lock pin, a bolt, or other suitable fastener that can be releasablysecured to the support beam 34 and freight component 18. An example of asuitable coupling member 96 may be, for example, a 4130 grade ¾-inchsteel pin. During loading and unloading, and as further discussed below,the use of detachable coupling members 96 facilitates loading andunloading of the freight components 18 from the flatcar 12.

FIG. 13 is an assembly view showing the connection of the freightcomponent 18 to the support beam 34 in FIG. 12. As can be seen in FIG.13, one or more holes or openings 98,100 can be formed through the lowerportion 92 of the freight component 18 as well as through the upperflange 86 of the support beam 34 for receiving the coupling member 96.The holes or openings 98,100 can be generally aligned with each otheralong a common axis 102, and can be dimensioned to slidably receive thecoupling member 96 therethrough. In some embodiments, for example, theholes or openings 98,100 can be made slightly larger than ⅝ of an inchto permit a ⅝-inch diameter pin or bolt to be inserted through both thelower portion 92 of the freight component 18 and the upper flange 86 ofthe support beam 34. Other hole or opening configurations may beprovided, however, depending on the particular application. In someembodiments, for example, the holes or openings 98,100 can include akeyway feature to permit the coupling member 96 to be inserted throughthe holes or openings 98,100 in an aligned position, and then rotatedout of alignment to secure the freight component 18 to the support beam34.

The placement location of the holes or openings 98,100 will normallyvary depending on the type of freight components 18 to be secured to theflatcar 12. Typically, at least one coupling member 96 will be providedto secure each freight component 18 from the lower tier of freightcomponents 36 to each adjacent support beam 34. Thus, at least twocoupling members 96 can be used in those embodiments employing twoadjacent underlying support beams 34, at least three coupling members 96can be used in those embodiments employing three adjacent underlyingsupport beams 34, and so forth.

Formation of the holes or openings 98,100 can be accomplished eitheron-site at the time of loading or at a time prior to loading. In thelatter case, for example, the holes or openings 98 through the freightcomponents 18 can be formed prior to loading during manufacturing,reducing the number of tools required to load the cargo 16 on theflatcar 12. In similar fashion, the holes or openings 100 providedthrough the support beams 34 can be formed prior to loading based on themanufacturer's specifications, further reducing the time and number ofsteps required to load the flatcar 12. While the holes or openings 98are shown formed through a flat section 94 of the freight component 18,it should be understood that the holes or openings 98 can be providedthrough other portions of the component 18, if desired.

FIG. 14 is an enlarged perspective view showing the connection of one ofthe upper support beams 40 to a number of vertically adjacent freightcomponents 18. As shown in FIG. 14, each support beam 40 from the uppertier of support members 30 can include a lower flange 104, an upperflange 106, and a web 108, similar to that described above with respectto the lower support beams 34. The support beams 40 may include otherstructural features such as a number of bearing plates 110 and gussets12, which provide additional strength to the beam 40 and prevent webcrippling. As with the lower support beams 34, the upper support beams40 can have other shapes and/or configurations.

The support beams 40 can be interposed between two vertically adjacentfreight components 18 located above and below the flanges 104,106. Thesupport members 40, for example, can be configured to overlie one ormore lower freight components 18, each of which can be releasablysecured thereto via a respective coupling member 114 extending through aportion of the freight component 18 and the lower flange 104. Thesupport member 40 can also be configured to form a support base for oneor more upper freight components 18, each of which can be releasablysecured to the support member 40 via a respective coupling member 116extending through a portion of the freight component 18 and the upperflange 106. The coupling members 114,116 can include ball-lock pins,bolts, or other suitable fasteners that can be inserted through holes oropenings formed through the flanges 104,106 and freight components 18. Asimilar fastening configuration can be provided for each additionalupper tier of freight components 38,42 to be secured to the flatcar 12,if desired.

In contrast to the lower support beams 34 which can be permanentlysecured to the floor or deck 14 of the flatcar 12, the support beams40,44 used to support each upper tier of freight components 38,42 can beeasily added and removed from the flatcar 12 to facilitate loading andunloading of the cargo 16. Because releasable fasteners are employedinstead of more permanent attachments means such as welding, the supportbeams 40,44 can be reused multiple times and with other types of freightcomponents 18. In addition, the use of coupling members 96,114,116instead of more permanent attachment means allows the system 10 toaccommodate small variations in the positioning of the freightcomponents 18 with respect to the support beams 34,40,44, allowing thecomponents 18 to be easily stacked and connected to the beams 34,40,44.

Referring now to FIG. 15, a block diagram showing an illustrative method118 of loading a railcar will now be described. Method 118 may begingenerally at block 120 by attaching a number of lower support members tothe floor or deck of a railcar. Attachment of the lower support memberscan be accomplished, for example, by placing a number of elongatedsupport beams at various locations across the width and/or along thelength of the railcar and then permanently securing the lower supportbeams to the floor or deck of the railcar by welding, bolting, or othersuitable permanent attachment means. In some embodiments, for example, anumber of I-shaped beams can be positioned lengthwise across the widthof the railcar and permanently attached thereto using fillets weldsbetween the upper surface of the floor or deck and the bottom flange ofthe beams. Other support members commonly employed in supporting loadssuch as S-beams, HP-beams, solid beams, angled beams, C-channels,MC-channels, solid tubes, and hollowed tubes can also be utilized, ifdesired.

Once the lower support members have been attached to the floor or deckof the railcar, a lower tier of freight components can then be loadedonto the lower support members, as indicated generally by block 122.Loading of the lower tier of freight components onto the lower supportmembers can be accomplished, for example, using a crane, forklift,and/or other such loading equipment. In some embodiments, loading of thelower tier of freight components onto the lower support members can beaccomplished by laterally nesting the freight components together. If,for example, the freight components comprise frame weldments used in thefabrication of aerial work platforms (e.g. boom lifts, vertical mastlifts, etc.), the weldments can be laterally nested in pairs across thewidth of the railcar similar to that discussed above with respect toFIG. 6.

As further indicated by block 124, once each of the lower tier offreight components have been loaded onto the lower support members, eachfreight component can be releasably fastened to at least one verticallyadjacent lower support member. Attachment of the lower tier of freightcomponents can be accomplished, for example, by forming holes oropenings through the upper flanges of the lower support members andthrough a portion of each freight component, and then inserting acoupling member such as a ball-lock pin or bolt therein. At least onecoupling member can be provided to secure each freight component to acorresponding lower support member.

If it is desired to secure one or more additional tiers of freightcomponents to the railcar, at least one upper tier of support memberscan be loaded and fastened onto the first tier of freight components, asindicated generally by block 126. As with the lower support members, theupper support members can be positioned lengthwise at various locationsacross the width and/or length of the railcar such that each supportmember is vertically adjacent at least one of the lower tier of freightcomponents. Once loaded onto the lower tier of freight components,coupling members can be used to releasably secure each of the uppersupport members to a portion of the lower tier of freight components.

Once the upper support members are secured in place, an upper tier offreight components can then be loaded onto the upper support members, asindicated generally by block 128. Loading of the upper tier of freightcomponents can be accomplished similar to that of the lower tier offreight components, using a crane, forklift, or the like. To reducecargo space, the upper tier of freight components can be laterallynested across the width and/or along the length of the railcar.Depending on the dimensions of the freight components, the upper tier offreight components can also be vertically nested with the lower tier offreight components to further reduce cargo space, if desired.

As further indicated generally by block 130, once each of the upper tierof freight components have been loaded onto the upper support members,the freight components can be releasably fastened to at least onevertically adjacent upper support member, similar to that describedabove with respect to block 124. The process of loading and fastening anumber of additional upper support members onto the last loaded tier offreight components and then loading and fastening another upper tier offreight components thereon can then be repeated one or more times foreach additional tier to be stacked onto the railcar, as indicatedgenerally by arrow 132. In some embodiments, vertical tie-downs orstraps can be utilized to further secure each of the freight componentsto the railcar. Once completely loaded and fastened to the railcar, thecargo can then be transported to a destination location, as indicatedgenerally by block 134. The above steps can then be reversed to unloadthe cargo and upper support members from the railcar, if desired.

While each tier of freight components can be secured in place as theyare loaded onto the lower (i.e. previous) tier of support members, thesteps of fastening each of the support members and freight componentscan be performed subsequent to the loading steps described herein, ifdesired. In one such method 136 illustrated in FIG. 16, for example, thesteps of fastening each tier of freight components and each supportmember can be performed after the loading steps to permit the entirecargo to be loaded onto the railcar at once. The illustrative method 136may begin generally at block 138 by attaching a number of lower supportmembers to the floor or deck of a railcar, similar to that describedabove with respect to block 120 in FIG. 15.

Once the lower support members have been attached to the floor or deckof the railcar, a lower tier of freight components can then be loadedonto the lower support members, as indicated generally by block 140.Loading of the freight components onto the lower support members can beaccomplished, for example, using a crane, forklift, or the like. Inaddition, and in some embodiments, loading of the lower tier of freightcomponents onto the lower support members can be accomplished bylaterally nesting the freight components together, as discussed herein.

Once the lower tier of freight components have been loaded onto thelower support members, a number of upper support members can then beloaded onto the lower tier of freight components, as indicated generallyby block 142. As with the lower support members, the upper supportmembers can be positioned lengthwise at various locations across thewidth and/or along the length of the railcar such that each supportmember is vertically adjacent at least one component from the lower tierof freight components.

Once the upper support members have been loaded onto the lower tier offreight components, an upper tier of freight components can then beloaded onto the upper support members, as indicated generally by block144. Loading of the upper tier of support members can be accomplished ina manner similar to that of the lower tier of freight components, usinga crane, forklift, or the like. To reduce cargo space, the upper tier offreight components can be laterally and/or vertically nested relative toeach other, as described herein.

The steps of loading upper support members onto the previous tier offreight components and then loading additional tiers of freightcomponents thereon can then be repeated one or more times until thecargo is completely loaded onto the railcar, as indicated generally byarrow 146. If, for example, three tiers of freight components are to beloaded onto the railcar, then the above steps 142,144 can be repeatedonce more to load a third tier of freight components onto the railcar.In similar fashion, if four tiers of freight components are to be loadedonto the railcar, then the above steps 142,144 can be repeated two moreinstances to load a third and fourth tier of freight components onto therailcar.

Once each of the support members and freight components have been loadedonto the railcar, each of the support members and freight components canbe connected together in a single step, as indicated generally by block148. In some embodiments, for example, a number of coupling members canbe utilized to releasably fasten each freight component to at least oneof the vertically adjacent support members. If desired, verticaltie-downs or straps can be utilized to further secure each verticalcolumn of freight components to the flatcar. Once each of the freightcomponents have been secured to the railcar, the cargo can then betransported to a destination location, as indicated generally by block150. The above steps can then be reversed to unload the cargo and uppersupport members from the railcar, if desired.

Once the cargo has been unloaded from the railcar, the upper supportmembers interposed between the freight components can be optionallystacked onto a number of vertical members to permit the support membersand other dunnage to be transported back to the origination location orto another location for subsequent use. In one such embodiment depictedin FIG. 17, for example, a number of threaded rods 152 can be providedto permit one or more of the upper support beams 40,42 to be securelystacked onto the lower support beams 34.

Each of the rods 152 can be configured to fit within the holes oropenings 98,100 formed through the upper and lower flanges 76,86,104,106of the support beams 34,40,44. As shown in further detail in FIG. 18,for example, the lower end 154 of each rod 152 can be releasably securedto a portion of the lower support beam 34 and/or to the floor or deck 14of the flatcar 12 using a locking collar 156, locknut or other suitableattachment means. The locking collar 156 can be engaged against the rod152 at a location below the upper flange 86 of the lower support beam34. A similar locking collar 158 or locknut inserted over the upper end160 of the rod 152 can be similarly provided above the upper-mostsupport beam 44. During transport, the rod 152 can be configured tosecure each of the upper support members 40,44 to the flatcar 12,allowing the upper support beams 40,44 to be quickly and easilytransported to another location without being permanently attached tothe flatcar 12.

Having thus described the several embodiments of the present invention,those of skill in the art will readily appreciate that other embodimentsmay be made and used which fall within the scope of the claims attachedhereto. Numerous advantages of the invention covered by this documenthave been set forth in the foregoing description. It will be understoodthat this disclosure is, in many respects, only illustrative. Changescan be made with respect to various elements described herein withoutexceeding the scope of the invention.

1. A method of loading freight onto a railcar for transport, the railcarhaving a floor or deck, a number of ends defining a length, and a numberof sides defining a width, the method comprising the steps of: attachinga number of lower support members to the floor or deck of the railcar;loading a lower tier of freight components onto the lower supportmembers; releasably fastening the lower tier the freight components tothe lower support members; loading a number of upper support membersonto the lower tier of freight components; loading an upper tier offreight components onto the upper support members; and releasablyfastening the upper support members to the lower and upper tiers offreight components.
 2. The method of claim 1, wherein each of said lowersupport members are permanently attached to the floor or deck of therailcar.
 3. The method of claim 2, wherein said step of permanentlyattaching the lower support members to the floor or deck of the railcaris accomplished by welding.
 4. The method of claim 1, wherein said flooror deck comprises a steel deck.
 5. The method of claim 1, wherein saidrailcar is a flatcar.
 6. The method of claim 1, wherein said lower andupper tiers of freight components include a number of frame weldments.7. The method of claim 6, wherein the frame weldments are laterallynested in pairs above the floor or deck of the railcar.
 8. The method ofclaim 1, wherein each of the lower and upper support members includes asupport beam extending lengthwise across the width of the railcar. 9.The method of claim 1, wherein each freight component is releasablysecured to at least one vertically adjacent support member.
 10. Themethod of claim 1, wherein each freight component is releasably securedto a plurality of support members.
 11. The method of claim 1, whereinsaid steps of releasably fastening the lower and upper tiers of freightcomponents to the lower and upper support members is accomplished usingcoupling members.
 12. The method of claim 11, wherein each couplingmember includes a pin or bolt.
 13. The method of claim 11, wherein saidsteps of releasably fastening the lower and upper tiers of freightcomponents to the lower and upper support members includes the steps of:forming at least one hole or opening through a portion of each freightcomponent; forming at least one hole or opening within each supportmember vertically adjacent each freight component; and insertingcoupling members through the holes or openings formed on the freightcomponents and vertically adjacent support members, thereby couplingeach freight component to at least one support member.
 14. The method ofclaim 1, wherein each tier of freight components includes a laterallynested array of freight components disposed across the width of therailcar.
 15. The method of claim 1, wherein each tier of freightcomponents includes a number of horizontal groupings of freightcomponents disposed along the length of the railcar.
 16. The method ofclaim 15, wherein each horizontal grouping of freight components islaterally nested relative to an adjacent horizontal grouping of freightcomponents.
 17. The method of claim 1, wherein each tier of freightcomponents is vertically nested relative to an adjacent tier of freightcomponents.
 18. The method of claim 1, further comprising the steps of:loading and fastening an additional number of upper support members ontosaid upper tier of freight components; and loading and fastening atleast one additional upper tier of freight components onto saidadditional upper support members.
 19. The method of claim 18, whereinsaid at least one additional tier of freight components comprises asingle additional tier.
 20. The method of claim 18, wherein said atleast one additional tier of freight components comprises at least twoadditional tiers.
 21. The method of claim 1, further comprising thesteps of: providing a number of vertical tie-downs or straps; andstrapping the lower and upper tiers of freight components to therailcar.
 22. The method of claim 1, wherein said steps of releasablyfastening the lower and upper tiers of freight components to the lowerand upper support members is accomplished as a single step after saidloading steps.
 23. The method of claim 1, further comprising the step oftransporting the railcar and freight to a destination location.
 24. Themethod of claim 23, further comprising the steps of: detaching the lowerand upper support members from the freight components and unloading thefreight components; releasably securing the upper support members to anumber of vertical members; and transporting the railcar to anotherdestination location.
 25. A method of loading freight onto a railcar fortransport, the railcar having a floor or deck, a number of ends defininga length, and a number of sides defining a width, the method comprisingthe steps of: permanently attaching a number of lower support beams tothe floor or deck of the railcar; loading a lower tier of freightcomponents onto the lower support beams; loading a number of uppersupport beams onto the lower tier of freight components; loading anupper tier of freight components onto the upper support beams;releasably fastening the lower and upper support beams to the lower andupper tiers of freight components, said releasably fastening stepincluding the steps of: forming at least one hole or opening through aportion of each freight component; forming at least one hole or openingwithin each support member vertically adjacent each freight component;and inserting coupling members through the holes or openings on thefreight components and vertically adjacent support members, therebycoupling each freight component to at least one support member.
 26. Amethod of loading freight onto a railcar for transport, the railcarhaving a floor or deck, a number of ends defining a length, and a numberof sides defining a width, the method comprising the steps of: attachinga first number of support members to the floor or deck of the railcar;loading a first tier of freight components onto the first supportmembers; releasably fastening the first tier of freight components tothe first support members; loading a second number of support membersonto the first tier of freight components; loading a second tier offreight components onto the second number of support members; releasablyfastening the second number of support members to the first and secondtiers of freight components; loading a third number of support membersonto the second tier of freight components; loading a third tier offreight components onto the third number of support members; andreleasably fastening the third number of upper support members to thesecond and third tiers of freight components.
 27. The method of claim26, further comprising the steps of: loading a fourth number of supportmembers onto the third tier of freight components; loading a fourth tierof freight components onto the fourth number of support members; andreleasably fastening the fourth number of upper support members to thethird and fourth tiers of freight components.
 28. A method of loadingfreight onto a railcar for transport, the railcar having a floor ordeck, a number of ends defining a length, and a number of sides defininga width, the method comprising the steps of: loading a lower tier offreight components above the floor or deck of the railcar; loading atleast one upper tier of freight components above the lower tier offreight components; forming a number of holes or openings through aportion of each freight component; and inserting coupling membersthrough the holes or openings and releasably securing the lower andupper tiers of freight components to each other.
 29. A system forloading freight components onto a railcar, the railcar having a floor ordeck, a number of ends defining a length, and a number of sides defininga width, the system comprising: a number of lower support membersattached to the floor or deck of the railcar; a number of upper supportmembers disposed above the lower support members; and at least one tierof freight components interposed between said lower and upper number ofsupport members, each freight component being releasably secured to atleast one vertically adjacent support member.
 30. The system of claim29, wherein each of said lower support members are permanently attachedto the floor or deck of the railcar.
 31. The system of claim 30, whereineach of said lower support members are welded to the floor or deck ofthe railcar.
 32. The system of claim 29, wherein said floor or deckcomprises a steel deck.
 33. The system of claim 29, wherein said railcaris a flatcar.
 34. The system of claim 29, wherein said at least one tierof frame components includes a number of frame weldments.
 35. The systemof claim 34, wherein the frame weldments are laterally nested in pairsabove the floor or deck of the railcar.
 36. The system of claim 29,wherein each of the lower and upper support members includes a supportbeam extending lengthwise across the width of the railcar.
 37. Thesystem of claim 29, wherein each freight component is releasably securedto at least one vertically adjacent support member.
 38. The system ofclaim 29, wherein each freight component is releasably secured to aplurality of support members.
 39. The system of claim 29, furthercomprising coupling means for releasably securing each freight componentto at least one vertically adjacent support member.
 40. The system ofclaim 39, wherein said coupling means includes a pin or bolt.
 41. Thesystem of claim 40, wherein said pin or bolt extends through a hole oropening formed through a portion of the freight component.
 42. Thesystem of claim 29, wherein each tier of freight components includes alaterally nested array of freight components disposed across the widthof the railcar.
 43. The system of claim 29, wherein each tier of freightcomponents includes a laterally nested array of freight componentsdisposed along the length of the railcar.
 44. The system of claim 29,wherein said at least one tier of freight components includes aplurality of tiers, and wherein each tier of freight components isvertically nested relative to an adjacent tier of freight components.45. The system of claim 29, wherein each tier of freight componentsincludes a number of horizontal groupings of freight components disposedalong the length of the railcar.
 46. The system of claim 29, furthercomprising a number of vertical tie-downs or straps for securing the atleast one tier of freight components to the railcar.
 47. A system fortransporting dunnage on a railcar, the railcar having a floor or deck, anumber of ends defining a length, and a number of sides defining awidth, the system comprising: at least one vertical tier of supportbeams disposed above the floor or deck of the railcar, each support beamhaving a number of through-holes or openings therein; and at least onevertical member extending through the holes or openings of the supportbeams.
 48. The system of claim 47, wherein each support member comprisesan I-shaped beam, and wherein said holes or openings extend through alower and/or upper flange of said beam.
 49. The system of claim 47,wherein a lower end of said vertical member is secured to the floor ordeck of the railcar.
 50. The system of claim 47, wherein a lower end ofsaid vertical member is secured to a support member attached to thefloor or deck of the railcar.
 51. The system of claim 47, wherein saidvertical member is a threaded rod.